Switch-operating mechanism.



N. K. BOWMAN;

SWITCH OPERATING MECHANISM, APPLICATION mm 16.20. 1915.

Patented Feb. 20,1917.

2 SHEETS-SHEET I.

.N. K. BOWMAN- SWITCH OPERATING MECHANISM.

1,216,935. APPLiCATION FILED AUG-20, 1,915- Patnted Feb. 20,

2 SHEETS-SHEET 2.

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um/nu NEWTON K. BOWMAN, OF NORTH LAWRENCE, OHIO.

SWITCH-OPERATING MECHANISM.

Specification of Letters Patent.

Patented Feb. 20, 1917.

Application filed August 20, 1915. Serial No. {16,531.

To all whom it may concern:

Be it known that I, NEWTON K. BOWMAN, a citizen of the United States, residing at North Lawrence, in the county of Stark and State of Ohio, have invented certain new and useful Improvements in Switch- Operating Mechanism, of which the followin 'is a specification.

The invention provides novel means for operating railway switches and its primary object is to devise means whereby a tramway switch may be actuated by the operator upon the moving tram, thereby avoiding the necessity for an independent switch operator.

The invention provides means whereby the operator upon a tram when approaching the switch in either direction may open or close the same as required, thereby avoiding any possible confusion resulting from transmitting signals from the tram to the switch stand as is necessary when the switch is controlled by an operator stationed at the switch stand.

The invention also has for its object the provision of switch operating mechanism which holds the switch in the adjusted posi tion and prevents possible displacement thereof the switch being made secure without requiring the use of any locking mecha nism other than that embodied in the structure of the switch operating mechanism.

lVith these and other objects in view. which will readily appear as the nature of the. invention is better understood, the same consists in the improved construction and novel arrangement and combination of parts which will be hereinafter fully described and particularly claimed. I

In the accompanying drawings has been illustrated a simple and preferred form of the invention, it being, however, understood that no limitation is necessarily made to the precise structural details therein exhibited, but that changes, alterations and modifications within the scope of the invention as claimed may be resorted to when'desired.

Referring to the drawings,

Figure 1 is a perspective view of a railway switch provided wth operating mechanism embodying the invention and showing the switch open to the main line;

Fig. 2 is a view similar to Fig. 1 showing the switch closed relative to the main line;

Fig. 3 is a top plan view of the switch and switch operating mechanism; and

Fig. at is a transverse section on the line l-i of Fig. 3.

Corresponding and like parts are referred to in the following description and indicated in all the views of the drawings by the same reference characters.

The numerals 1 and 1-represent the rails comprising the -main track or line. The

branch or siding rails are designated by the numerals 2 and 2. The movable switch points are indicated at 3'and 4. The switch po1nt 3 is pivoted in line with the rail of the branch or siding. The switch point t i is pivoted in line with the rail 1 of the main track or line. The switch points 3 and alare connected'for simultaneous movement b means of a bridle bar 5 which passes beneatl i the rails and is pivoted to the switch points.

A vertically disposed shaft 6 located at one switch and is mounted for rectilinear reciprocating movement. The plate 9 is mounted in suitable guides 10 attached to corresponding ends of cross ties of .theroad bed. The

ties receiving the guides 10 are extended at corresponding ends so as to support the switch stand and parts associated therewith. A longitudinally inclined slot 11 is formed in the plate 9 and receives a projection of the bridle bar 5. The projection embodies a bolt 12 and a flanged roller 13, the latter bein mounted upon the upper end of the bolt '12 and having its flange overlapping edge portions of the plate 9 bordering upon the inclined slot 11, thereby holding the parts in fixed relative position.

Movement of the switch effects a 80 Longitu- 1 0 0 dinal movement of the plate 9 in one direction moves the bridle bar in one direction and a like movement of the plate 9 in an opposite direction moves the bar in a reverse direction. t will thus be understood that the switch is opened or closed by a rectilinear movement of the plate 9 in one direction or the other. The shaft 6 being coupled to the bar 5 is rotated by the move ment of the said bar with the result that the position of the switch is indicated at all times. The roller 13 is of a diameter, correspending with the width of the inclined slot 11., thereby preventing any ap n'cciable play between the bar and plate 9.

The switch operating plate or member 9 is adapted to be moved by any one of three levers 14, 15 or 16. The lever 14 is located contiguous to the switch. The levers 15 and 16 are located upon opposite sides of the switch and at a predetermined distance therefrom to be actuated by the attendant upon the tram or car. The lever 14 admits of the switch being operated in the usual way. The levers 15 and 16 are adapted to be actuated by the attendant on the tram or car, thereby admitting of the switch being properly thrown when desired either before the same has been reached or after the same has been passed. The lever 14 is formed with lateral extensions 17 and 18. The extension 17 forms the pivotal support of the lever and is mounted in a bearing provided upon a plate 19 secured to the extended cross ties receiving and supporting the switch stand and switch operating member 9. A link 20 connects the extension 18 with the plate 9. The link 20 is adapted to be detachably connected with the switch operating plate 9 so that when required the lever 14 may be disconnected and the switch op erated solely by means of the levers 15 and 16.

The levers l5 and 16 are located a proper distance from the switch to admit of the switch being thrown at the required distance therefrom. The lever 15 is located at one side of the main track. The lever 16 is lo--- cated at one side of the branch or siding. A. wire or red 21 extends along one side of the main track and branch or siding and is connected at one end to the lever 16 and at its opposite end to a chain or cable 22. A sec ond wire or red 23 is connected at one end to the lever 15 and at its opposite end to a chain or cable 24. The connection 23 is attached to the plate 9 and for convenience such connection comprises sections which have their adjacent ends connected to opposite ends of the plate or member 9, as illus-' trated most clearly in Fig. 3. The wires, rods or like connections 21 and 23 are directed in their movements by suitable guide pulleys 25. Other guide pulleys 26 and 27 receive the chains or cables 22 and 24 which pass therearound, said guide pulleys being grooved to retain the parts 22 and 24 in proper position. The chain or like flexible connection 24 is attached at one end to the lever 16. The chain or flexible connection 22 is attached at one end to the lever 15. When the lever 15 is moved from the position shown in Fig. 1 to the position shown in Fig. 2 the chain or flexible connection 22 is moved so as to draw the connection 21 to the left and this connection moves the lever 16 from the position illustrated in Fig; 1 to that shown in Fig. 2, thereby moving the connection 23 to the right or in an opposite direction to the connection 21. This movement causes the plate or member 9 to occupy the position illustrated in Fig. 3 with the result that the bar 5 is thrown outward at the end connected to the plate 9 by means of the slot 11 and projection including the flanged roller 13 working in the slot. A car approaching the switch on the main line from the left will pass the switch and remain on the main track. On the other hand when the switch is open to the main track. as illustrated in Fig. 1, and a car approaches the switch from the left it will pass from the main line on to the branch or siding. In the position of the switch illustrated in Fig. 1 a car approachingthe switch along the branch or siding will pass therefrom on to the main line. The switch may be properly operated from the car by the attendant through the proper manipulation of thelevers 15 or 16 if lever 14 is disconnected. The operator of the car may ascertain the position of the switch either by observing the signal or by noting the positions of the levers 15 or 16. When the switch is open to the main track, as indicated in Fig. 1, the levers 15 and 16 incline inwardly at their upper ends. lVhen the switch is closed, as indicated in Fig. 2, the upper ends of the levers 15 and 16 incline oppositely with respect to each, other. If it be required to operate the switch solely by means of the lever 14 the same is coupled to the plate or member 9 by means of the link 20.

Having thus described the invention, what is claimed as new is 1. In railway switch operating mechanism, a switch point connecting bar, a rectilinearly movable switch operating member formed. with a longitudinally inclined slot, and a flanged roller mounted upon. the said bar and. engaging the said inclined slot and having its flange overlapping the edge portions of the member bordering upon the inclined slot thereof.

2. In railway switch operating mechanism, a fixed guide member, a plate longitudinally shiftable therein and provided with a slot inclined with relation to the longitudinal axis of the plate, a switch point connecting bridle bar a member mounted upon the said bridle bar and working in said slot, operating levers mounted at points remote from the switch points, operative connection between each of said levers and Copies of this patent may be obtained for the adjacent end of the said plate, an operating lever pivotally mounted adjacent the said plate, and a link pivoted to the said lever and detachably connected to the said plate.

In testimony whereof IKZLffiX my signature.

NEWTON K. BOWMAN. [1 8.1

five cents each, by addressing the Gommissioner of Patents, Washington, D. C. 

